KR20030003719A - Electric actuators for clutch and/or sequential gearbox operation in motor vehicles - Google Patents

Abstract

An electric actuator for controlling the clutch and / or a series of gearboxes in a power vehicle includes an electric motor 11 and a mechanism for converting rotational movement into linear movement of the actuator elements 2, 22, 33, 52, 67 ( 9, 10, 31, 32, and at least one cam 9, 29, 50 or thrust crank which performs the completed rotation to return to its original initial position. In addition, the cam is manufactured in the form of a template (9, 29, 50) in the form of a plate (8, 21, 28, 49, 68) sliding on the guide (14, 30, 69), the crank rod 10 ) Is positioned to rotate by the operation of the electric motors 11, 45. The template 9 for operating the clutch takes the shape according to the specific requirements of the use R, D, F, I in order to optimize the load. The combined miniaturized embodiment of the two actuators 47, 48 for the clutch and the series of gearboxes measures the mechanical separation safety mechanisms 53, 60 for actuating the gearbox lever and the actuator force for the clutch. And a locking mechanism (78, 79, 80) for holding the clutch in a disconnected state during a plurality of gear shifts during rapid operation.

Description

ELECTRIC ACTUATORS FOR CLUTCH AND / OR SEQUENTIAL GEARBOX OPERATION IN MOTOR VEHICLES}

The prior art includes a series of gearbox actuator devices consisting of a hydraulic cylinder in which the pressure actuated in the cylinder selects a high gear and a low gear continuously.

The actuator consists of two single-acting cylinders, the pistons of which are connected to each other on the same stem on opposite sides of the pressure chamber. The drain connection is located halfway between the cylinder and the piston at its intermediate position; The pressure chamber is controlled by a three way control valve which is optionally connected to each chamber or high pressure tube during operation or to the discharge line to terminate the operation on the discharge side; The central position of the stem with two positions is made by two cups which have a color on the pressure chamber side and form a central position fixed by the color and the appropriate stroke limiter when exposed to pressure in both chambers.

Further, the prior art includes a mechanical actuator for clutch control in a power vehicle, in which the mechanical control is executed by the rack and pinion transmission for moving the clutch plate on the lever; The return stroke is ensured by the spring of the clutch plate. In addition, a manual hydraulic control unit composed of a single-acting hydraulic cylinder operated on the control rod of the clutch plate may be used, and the clutch plate is supplied by a small pump connected to the manual control lever operated by the user.

In particular, it is necessary to carry out the operation manually and automatically when the gearbox is operated remotely. In fact, in the dual mode of operation in motorcycles, gearboxes and clutches have been shown to have significant safety characteristics.

By remote control operation, the command to execute a series of gearboxes must actuate the clutch in order to operate correctly, and the manual hydraulic control unit with rod or single acting cylinder with lever and pin with pinion and remote control must be controlled remotely. to do; The reason is that they are configured so that they cannot be operated differently by automatic or manual operation, that is, by remote control.

Also, in a power vehicle, the prior art includes an actuator configured to operate a clutch, the electric motor being configured to rotate a lever actuated by a rod on the clutch by a pinion connected to a portion of the crown gear; The lever is connected to a spring that compensates for the actuation force of the clutch. In addition, this actuator, which needs to reverse the rotational direction of the electric motor during the clutch operation cycle, does not allow to preset the rotational direction of the lever when it has the necessary direction. In addition, reversal in the rotational direction is a limiting factor for the operating speed of the actuator.

In addition, the gearbox has an electric motor, a speed reduction mechanism, which directly controls the gear shifting drum or operates the gear lever in a series of gearboxes.

In addition, the high power of existing motorcycle engines requires that a considerable amount of power be exerted by the user to operate the clutch.

This prior art has provided significant improvements in that actuators for clutches and a series of gearboxes can be manufactured at low cost and simple operation.

According to the above, two actuators can be structurally and functionally connected, and there is a need to solve technical problems by providing an actuator for controlling a clutch and / or a series of gearboxes having a simple structure and high reliability.

The present invention relates to an electric actuator for operating a clutch and a series of gearboxes in a power vehicle in which a friction clutch is released by operation of a device equipped with a template, the operation of the series of gearboxes being made by the operation of a differential actuator. In order to simultaneously control the clutch and the gearbox, two actuators can be connected.

1 is a longitudinal sectional view of a hydraulic clutch control actuator with a template according to the present invention;

2 is a perspective view of a template without a cover.

3-8 are perspective views of crank studs and templates of the clutch actuator, showing disengagement and recombination at various positions of the operating cycle.

Fig. 9 shows the force applied on the template and the operation during stroke;

10 is a longitudinal cross-sectional view of a series of gearbox control actuators having a template actuated by metal wires.

Figure 11 is a longitudinal sectional view of a series of gearbox control actuators with a template according to the present invention.

Figure 12 is a perspective view of the actuator of Figure 11 with the cover omitted from the template.

Figure 13 is a perspective view of a lever mechanism for connecting the control unit of a series of gearboxes of a motorcycle including an actuator with a template according to the present invention.

14 is a perspective view of a clutch control actuator and a series of gearboxes for a motorcycle, connected to the same drive motor.

Figure 15 shows another embodiment of an actuator assembly for a clutch / gearbox, partially cut and viewed from the side of a gearbox actuator without side cover.

16 is a perspective view of a mechanical axial separation mechanism for the gearbox lever.

FIG. 17 is a cross-sectional view taken along the line XVI-XVI of FIG. 15; FIG.

Figure 18 is a longitudinal perspective view of an actuator assembly in another embodiment of the illustrated mechanical disconnect mechanism that is rotated and positioned directly on the pins of a series of gearbox levers.

Figure 19 is a perspective view of the lever mechanism and actuator assembly of the gearbox actuator.

Figure 20 is a side view of the actuator assembly for clutch / gearbox, partially cut and viewed from the side of the clutch actuator without side cover.

Figure 21 is an enlarged view of the crank stud and template of the clutch actuator, which engages the clutch and rotates slightly in an intermediate position.

Fig. 22 shows a clutch actuator including a locking gear and an electromagnet control, for removing the clutch and forcing it to a rigid control lever.

The present invention includes an electric motor and a mechanism for converting a rotational movement into a linear movement of an actuator element, wherein the electric actuator for controlling a clutch and / or a series of gearboxes in a power vehicle includes clutch control and gear shift control. Or a crank mechanism or at least one cam formed to execute the completed rotation, which returns to any one of these initial positions, thereby solving the above problems.

According to a preferred embodiment, the cam is composed of a mechanism for converting rotational motion into linear motion; Such a mechanism is provided with a template that takes the form of a plate that slides in a corresponding guide and is mounted with a crank stud that is rotated by an electric motor.

According to a second embodiment of the invention, the template takes a shape according to its use for optimizing the force.

According to another embodiment of the invention, in the clutch actuator, the plate with the template comprises a spring to compensate for the force generated by the inner spring of the clutch.

According to another embodiment of the present invention, the actuator element is constituted by a hydraulic pump connected to the plate in which the template is embedded.

According to an embodiment of the present invention, the actuator element is composed of a metal cable connected to a plate in which a template is embedded.

According to another embodiment of the invention, the template consists of two profiles parallel to one another and in contact with the outer circumference indicated by the stud, and two profiles abutting the outer circumference in the direction parallel to the guide and perpendicular to the parallel profile. do.

According to another embodiment of the present invention, the actuator element is connected to a plate incorporating the template in an elastic manner to allow overrun of the control stroke.

According to an embodiment of the present invention, there is a mechanical separation mechanism having a preloaded elastic element and positioned between a control pin of a series of gearboxes and the elastic actuator, wherein the operation direction of the separation mechanism is an axial direction or a rotation direction. .

In an embodiment of the gearbox actuator, the gearbox rod is mechanically centered on the guide of the actuator by a compensating spring.

Further, in another embodiment of the gearbox actuator, the sensor detects an intermediate position of the template of the actuator.

In an embodiment of the invention, the position sensor is mounted on a rotating element of a mechanism for converting a rotational movement into a linear movement.

In another embodiment of the present invention, the crank includes a sphere that engages the notch to determine the intermediate position.

In another embodiment of the clutch actuator, the sensor measures the closing force of the clutch; The sensor is composed of a load cell firmly connected to the actuator of the clutch, or a sensor for measuring the pressure of the hydraulic fluid when the clutch is hydraulically operated.

In another embodiment of the clutch actuator, a rigid unidirectional connection is provided between the sliding plate with template and the rigid clutch rod; A gear blocking said rod or tip is located in a shoulder or a groove formed therein; The gear is operated by an electromagnet in an intermediate position normally separated from the insert.

Advantages obtained according to the present invention are as follows. That is, the control operation of the friction clutch can be economically and accurately obtained by the template, and it is excellent in flexibility when mounted on the vehicle; The crank studs eliminate residual stresses or thrusts generated during clutch operation due to the compensating springs; The force generated by the electric motor is reduced and optimized by the displacement shape of the template; More importantly, the operability to hydraulic actuators and metal cables is quite economical. In addition, the series of gearbox actuators is very simple in structure and does not include conventional complicated hydraulic actuators; The actuator can be easily manufactured economically and proper operation is ensured. In addition, the template actuator for operating a series of gearboxes is flexible and ensures proper operation of the two controls by appropriately synchronizing the clutch when inadvertently or manually operated or when connected to a clutch operated actuator. . In addition, when the gearbox actuator is connected to a clutch actuator that rotates with it, there is no need to operate the gear lever, and even when the automatic control is managed by the control logic of the vehicle, it is possible to smoothly slide the vehicle as the driver's manual operation requires. The clutch can be controlled by making it suitable. In addition, since two actuators for the clutch and two actuators for the clutch and the gearbox can be manufactured and inserted into the vehicle, the performance of the vehicle can be improved; Assembly can be carried out by the user because the installation of the actuators is easy and economical.

Finally, by using the locking gear with the electromagnetic control of the lever in the clutch actuator, the clutch of the vehicle in a short time without the need to engage the clutch to the gear transmission even when a large number of gear shifts are generally required, such as in the case of deceleration. Can be separated. In this case, the vehicle can be stopped with the selected gear without operating the engine of the vehicle.

Other objects, features and advantages of the present invention will be more clearly understood by the following detailed description with reference to the accompanying drawings.

1, reference numeral 1 denotes a hydraulic control mechanism of a clutch including a pump 2 having a reservoir 5 connected to a pump by a piston 3 of an cylinder 4 and an inlet tube 6; Reference numeral 7 is a connection for connecting a supply tube for hydraulic fluid to the clutch; Reference numeral 8 is a plate to which the template 9 is connected to the crank stud 10 which is rotated according to the command by the gear reducer 11; Reference numeral 12 is a lever connected to the plate by a pin 13 to maintain contact with the pin 3; Reference numeral 14 is a guide of the plate 8; Reference numeral 15 denotes a reaction cup for the return stroke of the piston 3 to the action of the adjustable compensation spring 16 to reduce the load on the mechanism during clutch operation; Reference numeral 17 is a sphere seated in the recess 19 and pressed by the spring 18 to form a fixed position of the crank. Reference numeral 20 in FIG. 2 denotes a position sensor of the clutch lever, reference numeral CD in FIG. 4 denotes an initial displacement during the separation movement of the clutch, and reference numeral CI in FIG. 8 denotes the final stroke of the engagement movement. Reference numeral R in FIG. 9 denotes a position on the figure indicating an intermediate position of the mechanism shown in FIG. 3, reference numeral D denotes a position indicating an initial stage of separation, and F denotes a complete separation shown in FIG. Where position I denotes the completion of the coupling shown in FIG. 7 and reference G denotes the loading vector of the compensation spring from I to R shown in FIG. 8 or the unloading from R to D shown in FIG. Vector. Reference numeral 21 in Fig. 10 is a plate having a template 9, which is a short board for actuating by the metal cable 22 of the clutch control unit (not shown); Reference numeral 23 denotes a connection system between the plate 21 and the clamp 24 for supporting the cable 22; Reference numeral 25 is a spring that compensates for the force exerted on the instrument; Reference numeral 26 shows the shell of the metal cable.

11 is a control actuator of a series of gearboxes in which a plate 28 with a template 29 slides into the guide 30; The template consists of two guide profiles (31, 32); Each profile 31 includes an axis parallel to one another and adjoining the outer periphery along the crank stud 10; Another profile 32 is coaxial, abutting the circumference in a direction perpendicular to the profile 31, and parallel to the guide 30. Reference numeral 33 is a rod connecting the control lever of the gearbox, which rod is positioned in both directions by the compensation springs 34 and 35, and the plate 28 and the pin 13 by the overrun compensation spring 36. Is elastically connected to the. Reference numeral S denotes a hole for position adjustment for a sensor for detecting manual adjustment to detect an intermediate position of the actuator 27, in order to prevent automatic adjustment of the actuator; Reference numeral 37 is a strut of the rear suspension of the actuator. Reference numeral 38 in Fig. 12 is a sensor for detecting the position of the control unit; Reference numeral 39 in Fig. 13 denotes an extension of the rod, reference numeral 40 denotes a pedal control unit located on an axis C for determining rotation of a series of gearboxes (not shown), and reference numeral 42 denotes the pedal control unit 40. Is a rod connecting the rod 39, and reference numeral 43 shows a rocking arm of the rod.

14 denotes a group of two actuators 1, 27 for simultaneous control of a hydraulic clutch and a series of gearboxes; Reference numeral 45 includes a single control, not shown, which is a single electric motor speed reducer for simultaneously operating the pins connected to the templates 9 and 29 from the power assist control mechanism. Reference numeral 46 in Fig. 15 shows a miniaturized two actuator group of a series of actuators 47 for gearboxes and actuators 48 for clutches; 49 is a plate comprising a template 50 similar to the template 29 and comprising connection profiles 31-32; 32-31 which follow each other; Reference numeral 52 shows a rigid rod which is firmly connected to the plate 49 by pins 13 and is subjected to the central action of the springs 34, 35. Reference numeral 53 denotes a mechanical axial separator tightly connected to the control lever 54 of the gearbox, in which the outer part 56 is firmly connected to the rod 57, i. E. The extension of the rod 54. The inner part 58 consists of a double housing for the preload compression spring 55 which is firmly connected to the rod 54. Reference numeral 59 includes a spring 55 preloaded to a fixed value and is an inclined portion of the outer portion for guiding this. Reference numeral 60 in FIG. 18 denotes a rotating separating device mounted between the control lever 61 connected to the rod 42 and the pin 62 for operating the series of gearboxes on the axis C. As shown in FIG. Reference numeral 63 denotes a rotating spring preloaded to a fixed value; Between the ends 64 a pin 65 firmly fixed to the arm 61 and a pin 66 splined on the pin 62 and firmly fixed to the gearbox lever 40; The lever is rotatably coupled to the pin 62.

Reference numeral 67 in FIG. 20 includes a template 9 for the crank stud 10 and shows a rigid rod securely connected to the sliding plate 68; Reference numeral 69 is a guide for the sliding plate; Reference numeral 70 denotes a recess forming a precise rotational angle of the stud 10 with respect to the intermediate position; Reference numeral 71 shows an axial load measurement load cell positioned between the rod 67 and the extension 72 to precisely adjust the engagement moment of the clutch. Reference numeral 73 in Fig. 22 denotes the tip end of the rod 67 with a rigid unidirectional coupling with the sliding plate 68; The connecting portion consists of a rod 74 securely connected to a plate 68 axially slid in a corresponding groove 75 formed in the rod 67; During thrust operation, the shoulder 76 of the plate 68 and the front face 77 of the tip contact each other. Reference numeral 78 is a locking gear of the rod 67, which is pressed against the axial shoulder 79 formed in the tip portion 73; Reference numeral 80 shows an electromagnet which actuates the locking gear 78 when separated in the intermediate position.

The operation of the hydraulic clutch actuator will be described below. The actuator is mounted at a suitable position in the vehicle and includes a hydraulic connection which is connected by means of a tube to a clutch actuator cylinder of known type, the servo control being actuated on the motor reducer by an electrical signal at the moment the clutch is activated. When the command is issued, the rotation of the crank stud 10 generated by the motor reducer is executed at a speed capable of quickly operating the thrust on the piston 3, from a clutch suitable for the operating conditions of the vehicle at that moment. Achieve the response. The rotation of the stud and the pressurization of the template 9 towards the piston generate maximum axial motion with respect to the pump 2 which transfers pressurized oil via the connecting tube 7 to the clutch. At the last turn of the button 10, the return stroke of the plate is resisted by the thrust of the spring 16 acting on the plate by the cup 15 to counteract the force generated by the spring in the clutch. . Finally, the sphere 17 drawn into the groove 19 selects an intermediate position of the crank stud 10 in contact with the template 9. In this position the plates are only operated by preloaded springs 16; On the opposite side, the force of the clutch is balanced by itself in the clutch and by the hydraulic connection 6 between the cylinder 4 and the tank 5.

Compared to the actuator operation as described above as described with reference to the rod-displacement diagram, in FIG. 9 the crank stud 10 has once passed the dead-point of the intermediate position; 3 shows the first part CD, the stud being propelled by the spring 16 without resistance, due to the stroke required at the connection 6 for the hydraulic seal; This movement is effected by the maximum acceleration reaching point R by the inertia of the motor reducer mechanism; The portion CD then passes under very small displacements from R to D along the line G, as shown, under spring operation to overcome the opposing forces generated when tightening the looseness caused when the clutch is released. . The series of displacements from the position of FIG. 4 to the position of FIG. 6 is shown in the figure as the displacement of the load acting on the stud 10 under the action of the spring 16 for the first half of the displacement from D to F, The motor reducer must then overcome the force to complete the disengagement of the clutch reaching F; Loads that are subjected to resistance in known clutches have been found to be between 0 and 30 daN. 6 to 8, in a series of clutch engagements, the trust of the clutch from F to I assists the rotation of the crank stud in the first part; In separation, the continuous portion has a reduced value due to the deviation of the compensating spring 16 and the preload of the spring of the clutch; In the last part with the displacement CI of FIG. 8, the stud 10 must overcome the total force of the spring 16 passing from I to R along the loading vector G; This displacement is made at the end of the cycle with little effect, and the load generated by the electric motor reducer can be compensated for by matching the thrust plane of the template 9. For straight surfaces the template must have a sinusoidal tangential load deceleration which actually acts on the motor reducer with respect to the displacement direction of the template 8 and thus the initial position in FIG. Help to reach As described above, the surface of the template may be formed on the side of the compensating spring 16, but the spring is provided with the metal cable 22 to minimize the torque acting on the motor reducer at the above-described displacement CI. May comprise (25); The final profile will include slopes with varying slopes close to the intermediate position. Finally, in this actuator, the profile of the template 9 has a shape defining a displacement relationship for clutch disengagement and engagement in which clutch response can be achieved; This can be used for the actuator 1 which rotates in one direction or in both directions when connected to the gearbox actuator 27.

In the series of operating modes by the metal cable 22, the operation of FIG. 3 differs in the pulling action rather than the trust applied by the cable as shown in FIG. The intermediate position of the crank stud (10) is achieved by an operation which is located at the end of the stem (23) and guided between the clamp (24) supporting the cable and the leading end of the cable (22); The compensation spring 25 has a maximum load at that position.

In this way, as described above, the shape of the template 9 is changed as a position function of the crank stud 10, thereby achieving a displacement relationship of the plate, which can be conveniently adjusted as a function of the force actuated on the instrument. You have a nonlinear profile.

The following describes the operation of a series of gearbox actuators. The power assist control acting on the clutch as described above also acts as a control for the series of gearbox actuators; When the crank stud 10 rotates, it engages and displaces one of the two profiles 31 acting on the plate 28, the choice of which profile being the gear selection direction and the stud 10 in the high or low gear. It depends on the direction of rotation of; The pin 13 can act on the rod 33 connected to the rod 40 and the lever pedal 41 by being sequentially pressed by the plate 28 under the operation of the compensating spring 36. The control stroke of the gearbox is shorter than the stroke of the plate 28 and the compensation of the spring 36 which ensures the gearbox stroke is completed to ensure proper operation.

The engagement of the plate 28 with the guide profile 31 of the stud 10 allows the motor reducer to be started when the resistor is completely free of resistance and to avoid looseness in combination with the profile 31 by tangential motion. Set after the rotation has elapsed at least 1/4; The operating delay associated with the clutch actuator in operation is preferred because it allows the clutch actuator to adjust prior to the gearbox actuator. In addition, the two profiles allow the actuator to manually use a series of gearboxes without adjusting the power assist control and actuator; The stud is in an intermediate position as shown in Fig. 4, and the plate 28 moved by the rod of the outer lever system, the pedal 41, the lever 40, the rod 42 and the extension 39 is Since there is no obstacle during the movement, manual operation is possible. In addition, the template 50 with the straight profile 51 makes it possible to operate under any conditions even in the case of manual change by the driver even when the actuator 47 is in operation; By further stability in its axial shape 53 and rotatable shape 60, parts having a limited load level in the case of the axial separation mechanism and parts having a limited torque in the case of the rotary separation mechanism Guarantees a solid connection between them. Execution of the separation mechanism can overrun the actuator 47 without damaging the series of gearboxes, and at the same time can ensure the completion of the control stroke.

The operation of the double actuators 1, 27 in FIG. 7 is the same as the operation in each single actuator for a series of gearboxes and clutches; The joining of the two studs is conveniently made by either reduced phase angle with respect to each other; The direction of rotation of the motor reducer is not important for clutch control, but not for a series of gearboxes. The combination of the two crank studs 10 and their respective plates 8 or 21 can be conveniently achieved since the two actuators implement simultaneous and synchronized control strokes using a single drive. Thus, the possibility of lack of synchronization between the gearbox and the clutch can be avoided.

As shown in Figs. 20 and 22, the clutch actuator 48 includes a rigid control rod 67 and an extension 72, which extends the load value applied between the clutch and the actuator 48, not shown. It is separated by the load cell 71 which measures continuously. The final signal is analyzed by an electronic processor that controls the phase modulation of the clutch engagement. Similar effects of phase modulation of the clutch engagement can be obtained by the hydraulic control section of the clutch as shown in Figs. This hydraulic control section comprises a sensor for measuring the pressure of the hydraulic fluid in proportion to the load on the clutch rod, as is known, in the control tube, ie downstream of the pump and upstream of the cylinder acting on the clutch. 20 and 21 show a recess 70 in which the recess 19 is deformed, in which the crank stud 10 is spring on a sliding plate 68 with template 9 when the crank stud 10 is in the intermediate position. Compensation operation of (25) is coupled to the clutch connected to enable precise positioning of the actuator (48).

The operation of the locking gear 78 shown in Fig. 22 is made by operating the control electromagnet 80 which engages the gear with the axial shoulder 79 of the tip 73 of the rod 67; The shoulder allows a trust stroke but not a recombination of the clutch, thus allowing the actuator to perform multiple successive rotations of the stud 10 without actuating the clutch; This ability is generally very useful when performing more than one gear shift during low speed changes, so that the clutch engagement phase can be omitted when shifting multiple gears simultaneously; Once the plurality of gear shift phases is complete, the controlling electronics processor deactivates the electromagnet, thus allowing the final engagement stroke of the clutch to be executed.

Indeed, the details of materials, dimensions and practices may differ, but are technically the same as described above without departing from the scope of the present invention.

For example, though not so preferred, instead of the linear template creating a sinusoidal displacement relationship, a thrust crank mechanism may be used that approximates the sinusoidal displacement relationship as a function of the length of the piston rod used. In addition, as an alternative to the rod 39 in the gearbox actuator 27, operation by a metal cable may be transmitted. The straight profile 51 may also be bent to connect to the profiles 31-32, 32-31 along each other. Finally, in the case of the locking gear 78 the axial shoulder 79 may be an annular bore or an axial slot in order to keep the clutch actuator 48 in the open position, in which the tip 73 has an appropriate axial extension. It is possible to compensate for the displacement of the overrun rod 67 generated by the sliding plate 68.

Claims (26)

Electric motor 11 and mechanisms 9, 10, 31, 32 for converting rotational movements into linear movements of actuators 2, 22, 33, 52, 67, including clutches and / or motorized vehicles. Or in an electric actuator for controlling a series of gearboxes, Clutch control unit (1, 48) and gearbox control unit (27, 47) or any of And a crank mechanism or at least one cam (9, 29, 50) configured to carry out a complete rotation to return to the initial position. 2. The cam according to claim 1, wherein the cam is composed of a mechanism for converting rotational motion into linear motion; These mechanisms take the form of plates 8, 21, 28, 49, 68, which slide on corresponding guides 14, 30, 69, and are equipped with a template 9 on which a crank stud 10 is rotated by an electric motor. , 29, 50) is provided. 3. The electric actuator of claim 1 or 2, wherein the template is shaped according to its use for optimizing the force. The clutch actuator according to claim 2 or 3, wherein the plates (8, 21) with the template (9) comprise springs (16, 25) to compensate for the forces generated by the inner springs of the clutch. An electric actuator, characterized in that. 5. An electric actuator according to claim 4, characterized in that it comprises an actuator element consisting of a hydraulic pump (2) connected to the plate (8) in which the template is embedded. 6. The electric actuator of claim 5 comprising a sensor for continuously measuring the pressure of the hydraulic control circuit for the clutch of the vehicle. 5. The electric actuator according to any one of claims 2 to 4, wherein the actuator element consists of a metal cable (22) connected to a plate (21) in which a template is embedded. 4. The gearbox actuator according to claim 3, wherein the templates (29, 50) are two profiles (31) parallel to each other and in contact with the outer circumference indicated by the stud (10) and in a direction parallel to the guide (30). An electric actuator, characterized in that it consists of two profiles (32) abutting the outer circumference and perpendicular to the parallel profile (31). 9. An electric actuator according to claim 8, characterized in that the template (50) comprises a connection profile (51) between the parallel profile (31) and the coaxial profile (32) when the profiles follow each other. 10. The actuator element 33 according to any one of claims 2, 3, 8, and 9, connected to a plate 29 which is elastically embedded with a template 29 to allow overrun of the control stroke. An electric actuator, characterized in that. 10. The control pins 62 and C of the gearbox and the elastic actuators according to any one of claims 2, 3, 8 and 9, having preloaded elastic elements 55 and 63. 47) An electric actuator comprising a mechanical separation mechanism (53, 60) positioned between. 12. Electric actuator according to claim 11, characterized in that the operating direction of the separating mechanism (53) is axial and the separating mechanism is located directly on the control levers (54, 57) of the series of gearboxes. 12. The device of claim 11, wherein the separation mechanism 60 directly adjusts the rotation of the pins 62, C of the series of gearboxes controlled by the rods 42 of the electric actuators 47 of the gearbox. Electric actuator. 13. The mechanical axial separation mechanism (53) according to claim 12, wherein the mechanical axial separation mechanism (53) consists of a preloaded helical spring (55) located in a seat whose inner part (58) is firmly connected to the control rod (54) of the gearbox; The outer part being firmly connected to a part of the rod (57), which is an extension of the preceding part. 14. The rotating mechanical axial separation mechanism (60) according to claim 13, which is located on the axis of the control pin (62) and comprises a rotatable spring wound around the pin; The spring end portion 64 is preloaded to support the pin, one side 65 of which is firmly fixed to the arm 61 and the other side 66 of which is firmly fixed to the pedal 40, thereby providing a series of gearboxes. An electric actuator characterized in that the spline is coupled in sequence on the control pin. The gearbox rod 33 is mechanically centered on the guide 30 of the actuator by means of the compensation springs 34, 35. Electric actuator. 17. The electric actuator according to any one of claims 2, 3 and 8 to 16, comprising a sensor (S) for detecting the intermediate position of the template (29, 50) of the actuator. An electric actuator according to any one of the preceding claims, comprising a position sensor (20, 38) on the rotating element of the instrument (10, 9, 29, 50) for converting the rotational movement into a linear movement. 2. An electric actuator according to claim 1, characterized in that it comprises a thrust crank for actuating said actuator element (2, 33, 52, 67) as a mechanism for converting rotational motion into linear motion. 20. The electric actuator as claimed in claim 19, wherein the clutch actuator comprises a spring (16, 25) to compensate for the force generated by the inner spring of the clutch. The electric actuator as claimed in one of the preceding claims, characterized in that it comprises a crank stud (10) with a spherical joint (17, 18, 19) for determining the intermediate position. 19. The clutch actuator according to any one of the preceding claims, characterized in that the template (9) comprises a recess (70) which actively determines the position at an intermediate position of the crank stud (10). Electric actuator. 23. The method according to any one of claims 1 to 4 and 18 to 22, wherein the clutch actuator is positioned on a rigid clutch control rod (67, 72) for continuously measuring the operating load applied to the clutch. An electric actuator comprising a load cell (71). 24. The method according to any one of claims 1 to 4 and 18 to 23, wherein between the sliding plate 68 with the template 9 and the rigid rods 67, 73 for controlling the clutch in the clutch actuator. A unidirectional rigid connection 77, 76 and a locking gear 78 of the rod or tip 67, 73 for receiving in a slot in contact with or formed in the shoulder 79; And the gear is controlled by an electromagnet (80) and separated at its intermediate position. In an electric actuator for controlling a series of gearboxes and clutches of a power vehicle, An electric actuator comprising an actuator for a clutch according to any one of claims 1 to 7 or 19 to 24, wherein these actuators are driven by the same electric motor (45). In a set in which a variety of gearboxes and / or control clutches of a power vehicle are modified, A set comprising at least one actuator according to any one of the preceding claims.